Elias hicks mott



(No Model.)

B. H. MOTT.

RAILWAY SIGNAL.

N PETERS. PhotcrLilhognphcr. wnmn aaaa c UNrraa STATES PATENT @rrice.

ELIAS HICKS MOTT, OF SANGERFIELD, NEW YORK.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 337,855, dated Adarch 16, 1886.

Application filed January I, 1886.

To all whom it may concern:

Be it known that I, ELIAS HIoKs Mora, a citizen of the United States, residing at Sangerfield, in the county of Oneida and State of New York, have invented a new and useful Improvement in Railway-Signals, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to improvements in signals for use on railroad-tracks at crossings and the like; and the novelty consists of the peculiar construction and combination of parts, substantially as hereinafter fully set forth,and specifically pointed outin the claims.

The primary object of my invention is to provide an improved signal device which is automatically operated by a passing train to give an audible alarm for the purpose of Warning persons and teams of the approach of the train.

A further object of the invention is to provide mechanism which shall be ready for action at all times; which shall not be liable to become broken by the car-wheels; which shall be simple, strong, and durable in construction, thoroughly effective in operation, and comparatively cheap.

In the accompanying drawings, Figure 1 is a view in side elevation showing my improved apparatus applied to a rail of a track. Fig. 2 is a vertical cross-sectional view through the track-rail on the line :0 a: of Fig. 1. Fig. 3 is an enlarged View, in detail, of audible-alarm device; and Fig. 4 is a detail view of a modification. Figs. 5 and 6 are enlarged detail views.

Referring to the drawings, in which like letters of reference indicate like parts in all the figures, A designates one of the rails ofa railroad-track to which my improved automatic signal devices B are applied at any convenient and desired point-as, for instance, where a road or street intersects and crosses the track.

0 G designate two longitudinal bars, which are pivotally or loosely connected directly together, or by means of an intermediate link, (shown in detail in Fig. 5,) and the bars are located parallel with and inside of one of the rails of the track, the ends of said bars being bent, as at c, and provided with slots, through which are passed bolts to loosely connect the Serial No. 187,897. (No model.)

bar to suitable supports, 0 The opposite free ends of the side bars are brought together and lie in a plane just below the upper surface of the head of the rail A, and these meeting ends of the side bars are loosely connected to a curved spring, D, in any suitable manner; or they may be left free of the spring and merely rest thereon. These bars are acted on successively by the car-wheel flanges of a passing train to operate the audible or visible alarm devices.

The spring Dis made curved or bow-shaped, and the spring lies below the side bars, to automatically return the side bars to their proper position with relation to the rail, so that they will be acted on by the wheels of a passing train. The ends of the springD are connected to suitable supports, [1, and at or near its middle the spring has a link, d the free end of which link is pivotally connected to an arm, 6, ofa rock-shaft, E, that extends under the rail of the track. The opposite end of the rock-shaft is provided with an upright arm, e, that has an inwardly-extending lug, 6 located just below the head of the rail, said shaft being journaled in proper bearings suitably held in place.

A transmitting-wire, F, is connected to the outer end of the arm e", and this wire extends along beneath and is protected by the head of said rail, and the wire is supported in staples or eyes f, that are secured in any suitable manner to the rail.

The wire F leads to a pivoted bell-crank lever, F, and a wire, F leads from this lever F to a similar lever, G, that is pivoted to the lower end of an upright post, H, that sup ports the bell I.

J designates a bell-hammer, that is pivoted at its lower end to an arm, j, and this lever or bell-hammer works in a slot in a guide-arm, J, that serves to retain and hold the lever in place, the bell I being suspended or otherwise suitably supported on an arm, I, and these arms j, J, and I are suitably secured to the upper end of the upright post H.

The lower end of the bcll-hammer J is connected by means of a bell-crank lever, L, and wires Z Z to the bell-crank lever G, and the bell-hammer is normally held in engagement with the bell by means of a coiled retractingspring, 0, one end of the spring being connected to the pivoted end of the bell-hammer and the other end to a support, 0, mounted on the arm j, that is secured to the upright post H.

It will be seen that when atrain passes over a track which has myimproved signaling apparatus :applied thereto the wheels will depress the bars 0 and spring D, thus causing the rock-shaft to oscillate and the bell-crank levers to be turned on their pivots, whereby the bell-hammer will be moved to strike the bell and give an audible alarm; and as the car-wheels successively and rapidly depress the bars 0 against the tension of the spring D the bell-hammer is vibrated to give a ringing alarm.

In the modification shown in Fig. 4 of the drawings I propose to dispense with the longitudinal bars 0 and employ two or a single spring-bar, D, to be acted on by the car-wheel flanges to rock the shaft E and sound the alarm; but I prefer to employ the bars 0 and spring D, as I have found by experiment that the latter devices give better results, are cheaper, and more durable.

I do not desire to limit myself to the exact construction shown and described, as I am aware that changes therein may be made with out departing from the principle thereof.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a railway-signal, the combination of the yielding bars adapted to be operated by a passing train, a rock-shaft extending beneath the track and having two arms, e e, the latter of which has a lug, 0, extending inwardly to a point beneath the head of one of the rails of a track, a link, d intermediate of the arm 6 and the yielding bars, a wire, F, connected to the lug e and extending beneath the head of the rail, the staples or eyes f, for

holding the wire, the signal devices, and con- ELIAS HICKS MYOTT.

Witnesses:

JOHN A. BERRILL, GEO. W. BERRILL. 

